Hydrocarbon-engine.



T. O. PATTIN.

H'YDROCARBON ENGINE.

APPLICATION FILED MAR. 22. 1915.

Pdffa'ru Patent-ed Oct. 26, 1915.

2 SHEETS T. O. PATTIN.

HYDROCARBON ENGINE.

APPLICATION FlLED MAR. 22. I915.

1 15mm Patented 0ct.26,1915.

2 SHEETSSHEET 2.

(Y? I Q N R 2751/ @2107 2790mm a ZDAZZZ'L'IY/ WW M14 THOMAS O. PATTIN, OF LOS ANGELES, CALIFORNIA.

HYDROCARBON-ENGINE.

Specification of Letters Patent.

Patented Oct. 26, 1915.

Application filed March 22, 1915. Serial No. 16,052.

To all whom it may concern:

Be it known that 1, THoMAs O. PA'rrIN,a citizen of the United States, residing at Los Angeles, in the county of Los Angeles and State of California, have invented a new and useful Hydrocarbon-Engine, of which the following is a specification.

My object is to reconstructor make an attachment to a hydrocarbon engine for automobiles and the like, so that when the engine is operated to run in the high gear, fresh air will be drawn by the suction of the engine through an injector mounted in the hot water pipe, running from the engine to the top of the radiator and discharging in the direction of the flow of hot water, so as to cool the water, stimulate the flow of water, heat and moisten the air, said air being discharged or conducted from the radiator into the manifold of the engine above the carbureter, so as to short circuit the carbureter to the desired extent, thereby reducing the suction through the'carbureter, and so as to furnish a supply of hot, moist air to be mixed with the explosive charge, thereby reducing the quantity of gasolene used and increasing the combustion, and lubricating the.engine with water and provide means of adjusting the relative proportion of this hot, moist airyand my invention consists of the novel features herein shown, described and claimed. 7

Figure 1 is a diagrammatic view showing the connection from the radiator to the manifold and showing the operating and adjusting mechanism. Fig. 2 is a fragmentary inside elevation of the dash board, showing my adjusting mechanism in position for use. Fig. 3 is a fragmentary vertical section on the line 33 of Fig. 2 and looking in the direction indicated by the arrow, the engine and radiator being broken away. Fig. 4: is a fragmentary front elevation, as indicated by the arrow 4 in Fig. 3. Fig. 5 is an enlarged vertical sectional detail of the top of the radiator on a plane parallelwith the radiator shown in Fig. 1. Fig. 6 is an enlarged sectional detail of the throttle valve and taken on the line 66 'of Fig. 3. Fig. 7 is a fragmentary vertical sectional detail on the line 77 of Fig. 5. Fig. 8 is an enlarged fragmentary sectional detail on the same plane as Fig. 3 taken on line 8-8 of Fig. 2. Fig. 9 is a fragmentary elevation looking in the directionindicated by the arrow 9 in Fig. 8 and showing the attaching mechanism in position to operate the engine with the throttle valve normally wide open when the engine is running on a high gear and the parts being shown in the position occupied when the valve is wide open. Fig. 10 is a view analogous to Fig. 9 with the adjusting dog set to open the valve half way when the engine is running in the high. Fig. 11 1s a view analogous to Figs. 9 and 10 with the adjusting dog set as in Fig. 9, that is, to throw the valve wide open, the parts being in the position occupied when the valve 1s closed, as when the engine is in neutral or running in the low gear.

The leading features of my invention com prise the combination with the engine 1 and the radiator 2 of the injector mechanism 3 mounted in the hot water pipe leading from the engine to the top of the radiator, the suction pipe 4-. leading from the dome of the radiator, the throttle valve 5 connecting the suction pipe to the intake manifold 6. of the engine, the adjusting mechanism 7 for controlling the extent or the degree which the throttle valve 5 will open and the operating mechanism 8 connecting the throttle valve 5 to the clutch lever or pedal 9, which controls the connection between the engine and the drive wheels.

The engine proper 1 may be of any suitable design used upon automobiles or the like, and the radiator- 2 may be of any suitable type as ordinarily used in providing thermosiphon circulation for cooling the engine.

The details of the injector 3 are as follows The radiator 2 has a dome 10 provided with a filling neck 11 closed by a cap 12, and the inlet tube 13 extends downwardly and backwardly from the dome'and is connected to the top of the water jacket of the engine by a pipe 14:. The strainer 15 is mounted in the dome so that water poured into the radiator through the neck 11 will pass through the strainer. A pipe socket 16. is fixed through the center of the cap 12 and extends downwardly into the neck 11. A pipe 17 has a stop 18 upon its lower end and this pipe 17 is pushed tightly up through the socket 16 until the stop 18 strikes the lower end of the socket. A pipe 19 leads from the stop 18 downwardly through the strainer 15 and laterally and downwardly into the tube 13 and a return bend 20 is formed upon radiator; The tubular casing 22 has a side opening through which the return bend 20 extends, so that the discharge end 21 is in the center of the casing, the casing being larger in diameter than the pipe 19.

The details of the suction pipe 4 are as follows: A metal pipe 23 extends from near the top of the neck 11 downwardly through the radiator to a position below the bottom of the radiator, and a flexible pipe or hose 24 is attached to the lower end of this pipe 23 by the connection 25 and leads to the connection 26.

The details of the throttle valve mechanism 5 are as follows: A nipple 27 is tapped through the wall of the intake manifold 6. A stop cook 28 is screwed upon the nipple 27. A nipple 29 is screwed into the stop cock. An elbow 30 is screwed upon the nipple 29 and a nipple 31 connects the elbow 30 and the connection 26. The carbureter 32 may be of any suitable type and it is connected to the intake'manifold 6 below the passage through the throttle valve 5 to the manifold.

The details of the adjusting mechanism 7 are as follows: The stem 33 forms an extension of the valve 34 of the stop cock 28 and this stem extends through .the bearing 35 in the dash-board 36. A stop 37 is rigidly mounted upon the rear face of the dashboard 36 near-the bearing 35. The dial head 38 is rigidly and adjustably fixed upon the end of the stem 33 behind the dash-board 36. The end 39' of the stem 33 is screw threaded and screw seated in the head 38 and turned to the desired position and held rigidly by the jam nut 40. The dial plate 41 is rigid and concentric with the head 38 and has the graduations 42 upon its face. In the construction shown, the graduations 42 cover one fourth of a circle and read from zero by fractions, as 4, 4 a to 1, and in adjusting the jam nut 40, the parts are assembled so that the zero graduation upon the dial plate 41 will be in line with the stop 37 'when the "throttle valve 5 is wide open, as 1n Figs. 1,

3 and 6. The adjustable stop finger 43 is carried by the head 44 fitting against the periphery of the dial plate 41, and an arm 45 extends from the head 44 to the bearing 46 and a screw 47 is inserted through the bearing 46 and screw seated in the center of the dial plate 41, so that the'stop finger 43 will travel around theperiphery of the dial plate 41. A'set screw 48 is screw seated through the head 44 to engage the periphery of the dial plate 41 and hold the stop finger 43 in the desired adjusted position, and the stop finger 43 is in a concentric plane relative to the stem 33 to engage the stop 3,,7 and limit the rotation of the stem 33 in that direction. The coil spring 49 is mounted upon the stem 33, one end of the spring being connected to the stem and the other end of the spring being connected under tension to,

any suitable frame work, such as the inanifold 6, and the tension of the spring 49 is exerted to rotate the stem 33 to carry the stop finger 43 against the stop 37. In adjusting the stop finger 43 to throw the throttle valve 5 wide open, the face of the stop finger 43 is moved to the graduation one upon the dial plate 41 and the set screw 48 is tightened. Then when the stop finger 43 is against the stop 37, as in Fig. 9, the throttle valve '5 is wide open. If the stop finger 43 is adjusted to the one-half graduation, as in Fig. 10, then when the stop finger 43 is against the stop 37, the throttle valve is one-half open, and in a similar manner the adjusting device may be set to open the throttle valve one quarter or three quarters, or to any desired fraction.

The details of the operating mechanism 8 connecting the throttle valve 5 to the clutch pedal 9 are as follows: The cam finger 51 extends from the stem 33 and when adjusting the mechanism 7 this finger is set to swing from the position shown in Fig. 9 to the position shown in Fig. 11 when the valve is tobe operated from the closed to the wide open position, and to swing to the position shown in Fig. 10 when the valve is to be op- .wardly at a right hand incline of forty-five degrees, and in the position shown in Fig. 10, it is straight up. The cam bar is slidingly mounted in bearings 53 upon the front face of the dashboard 36 and in a horizontal plane. The cam figger 54 projects and is connected to the cam bar 52 by a horizontal arm 55 operating in the bearing 56 to the vertical arm 57 and this cam finger 54 projects upwardly from the dash-board 36 parallel with the stem 33 and in position to engage the finger v51 when the bar 52 is reciprocated to the right so as to push the finger 51 against the tension of the spring 49, thereby rotating the stem and closing the throttle valve 5.

A vertical shaft 58 is mounted in bea rings 59 upon the front face of the dash-board 36 and the crank arm 60 fixed upon the upper end of the shaft 58 is connected to the cam bar 52 by a link 61. A cam lever 62 is fixed upon the shaft 58 and has a cam slide 63 in which the cam arm 64 is slidingly mounted and said cam arm 64 is connected by a rod 65 to the clutch pedal 9. A compression spring 66 is mounted upon the cam bar between one of the bearings 53 and the stop 67, the tension of the spring being exerted mamas to throw the cam bar 52 to carry the cam finger 54 away from the finger 51 and allow the spring 49 to open the throttle valve.

In assembling the parts, the cam lever 62 is fixed upon the shaft 58 by the pin 68 in position so that when the clutch lever 9 is in position to operate the machine upon the high gear, the cam lever 62 will be against the face of the clash-board 36, as in Figs. 1 and 3, when the throttle valve 5 is wide open. Then, when the clutch lever 9 is operated out of the high gear position, the action of the cam. arm 6 1 in the slide 63 will rotate the shaft 58 to throw the finger 51 against the tension of the spring 19 and close the throttle valve 5.

In the drawings, T have shown the construction as applied to a regular Ford automobile and in this connection, it is understood that the clutch lever 9 throws the machine in the high gear when it moves toward the operator to the limit and that, when the operator pushes the clutch lever forwardly to the neutral or to the low gear posit-ion, the throttle valve is closed and it is only open when the clutch lever is in the high gear position and that the extent to which it is then open is regulated by the adjusting mechanism 7. The principles of my invention were applied to a 1914 Ford substantially as illustrated and it has been in operation for the past six months. When this throttle valve 5 is open, the suction of the engine through the throttle valve to the dome of the radiator creates a vacuum in the dome and causes air to pass through the injector 3 and the action of the injector stimulates the flow of hot water from the top of the water jacket of the engine to the radiator and this air, passing through the injector and passing through the hot water, causes the water to pile up in the top of the radiator, thus creating a light hydrostatic head for stimulating the flow of water downwardly through the radiator, thereby producing a rapid circulation without the use of any pump. This rapid circulation prevents the collection of sediment or rust in the water jacket patsages and the s of the circulation is in direct proportion to the speed of the engine. The incoming air,

water vapor entering the cylinders tends to cool the cylinders and keep them from carbon deposit. In addition to this, I find that the mutlier makes a great deal less noise, the motor runs smoother and with a decided re duction in vibration and labors much less when running at a very high speed.

The apparatus, being connected automatically to the clutch lever pedal in such a man ner that it. is in operation only when the clutch is in the high gear position and oii' when in neutral or low gear, serves the double purpose of not spinning the motor when driving in the congested trafic district, but it does accelerate the motor the instant the clutch lever pedal approaches the high gear position, thus enabling me to obtain a flexibility of control that did not exist before. By virtue of the peculiar shape of the slide 63 in the cam lever 62, the apparatus kicks ofl' and the throttle valve closes the instant,

the clutch lever leaves the high gear position.

It is obvious that the details of constructionmay be varied in many ways without departing from the spirit of my invention, as set up in the following claims.

I claim:

1. In a hydro-carbon engine, the combination with engine cylinders, a water jacket and a radiator connected at the top and bottom to the water jacket, of an injector mounted in the hot water pipe and discharging toward the radiator and means for drawing air through the injector and through the intake manifold by the suction of the engine pistons.

2. In a hydro-carbon engine, engine cylinders, a water jacket around the engine c lindersr, a radiator having a dome above t e level of the water jacket, 2. hot water pipe connection between the top of the water jacket and the top of the radiator, a cold water connection between the bottom of the radiator and the bottom of the water acket, an injector mounted in the hot water pipe and discharging in the direction of the radiator and having a fresh air inlet and a pipe connection between the dome of the radiator and the intake manifold.

, 3. The combination with a hydro-carbon engine and radiator, of an injector mounted in the hot water pipe and discharging toward the radiator, a suction pipe connecting the dome of the radiator to the intake manifold of the engine above the carbureter, and a throttle valve in the suction pipe.

4. In a hydro-carbon engine, an injector mounted in the hot water pipe and discharg ing toward the radiator, a suction pipe connecting the dome of the radiator tothe intake manifold of the engine at a point between the carbureter and the engine, a throttle valve in the suction pipe, and means whereby the throttle valve is opened when the engine is running to operate the automobile in the high speed.

5. In a'hydro-carbon engine, an injector mounted in the hot water pipe and discharging toward the radiator, a suction pipe connecting the dome of the radiator to the intake manifold of the engine, a throttle valve in the suction pipe and aeonneetion between the throttle vavle and the mechanism for controlling the engine and automobile, whereby the throttle valve is open when the automobile is running in the high gear and closed at all other times.

6. In a hydro-carbon engine, an injector mounted in the hot water pipe and discharging toward the radiator, a suction pipe connecting the dome of the radiator to the in take manifold ofthe engine, a throttle valve in the suction pipe, a clutch pedal, a connection between the throttle valve and clutch pedal, whereby thethrottle valve is closed when the clutch pedal is out of the high speed position and opened when the clutch pedal is in the high speed position.

7. In a hydrocarbon engine, an injector mounted in the hot water pipe and discharging towardthe radiator, a suction pipe connecting the dome of the radiator to the intake manifold of the engine, a throttle valve in the suction pipe, a clutch pedal, a connec tion between the throttle valve and clutch pedal, whereby the throttle valve is closed when the clutch pedal is out oi. the high speed position and opened when the clutch pedal is in the high speed position, and 1 

